Combination pump and valve mechanism



Feb. 15, 1949. LEE,I[

COMBINATION PUMP AND VALVE MECHANISM 3 Sheets-Sheet 1 Original FiledMarch 26, 1945 m QE mmm KOPDmEPmE 054m 5246 mzazm E I N V EN TOR.Lag/1T0 [5 12 AGENT Feb. 15, 1949. L. LEE, II

COMBINATION PUMP AND VALVE MECHANISM 3 Sheets-Sheet 2 Original FiledMarch 26, 1945 NhN Ohm 0mm GwN INVENTOR.

AGENT Feb. 15, 1949. L. LEE-1,1: 2,461,827

COMBINATION PUMP AND VALVE MECHANISM Original Fild March 26, 1945 3Sheets-Sheet 3 243 FIG. 3 23 237 FIG. 4

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%z,n7z7- La? 17 WW AGENT Patented Feb. 15, 1949 UNITED STATES PATENTorrlce comnmsrron PUMP AND VALVE MECHANISM,

Leighton Lee, H, Rocky Hill, Oonm, assignor, by

) mesne assignments,

Niles-Bement-lond Company, West Hartford, Conn" a corporation of NewJersey Original application March 20, 19:45, Serial No. 584,867. Dividedand this application October 11, 1946,5021! N0. 702,723

6 Claims. (Cl. 103-11) by a small force without the possibility ofsticking.

Another object is to provide an improved uni-- tary rotary pump andvalve mechanism wherein the valve is rotated in unison with the pump andis translated in -response to the pressure of the fluid being pumped soas to control the flow of that fluid.

Other objects and advantages of the present invention will becomeapparent from a consideration of the appended specification, claims anddrawing, in which Figure 1 illustrates, somewhat diagrammatically, afuel supply system for an internal combustion engine, to which myinvention may be applied,

Figure 2 illustrates a combined pump and valve mechanism embodying myinvention and adapted for use in the system of Figure 1,

Figure 3 is a, cross-sectional view taken on the line 33 of Figure 2,looking in the direction of the arrows, and

Figure 4 is a cross-sectional view of a fuel injector nozzle which maybe used with the system of Figure 1.

There is shown in Figure 1 a carburetor for an internal combustionengine equipped with a fluid distributor mechanism for supplying asupplementary fluid directly to .the cylinders of the engine. Thedistributor itself is shown in detail in Figure 2. v

In Figure 1, combustion air flowing to the engine passes through aventuri I and a passage I02 havinga throttle I04 and a fuel dischargenozzle I00.

venturi I00. The valve I22 is positioned by a bellows I mounted in thechamber I24. The

function of the bellows I20 and the valve I22 is to reduce the totalpressure differential produced by the venturi I00 by an amountsufllcient to correct for changes in the temperature and density of air,so that the pressure drop appearing across restriction H0 is a measureof the mass of air flowing through the venturi I00 per unit time; Thepressure drop across restriction H0 is applied to a diaphragm I whichseparates the chambers H2 and H0. The diaphragm I00 is attached at itscenter to the stem I32 of a pilot valve I 04.

Fuel flowing to the engine comes from a suit- I able pump or othersource of fuel under pressure and flows through a conduit I30, a flowcontrolling valve I 00, a conduit I40, a mixture control I the fueldischarge nozzle I00.

The air differential pressure created by the The fuel flow regulator I30includes a diaphragm I52, separating a pair of expansible chambers I54and I50. These chambers are connected by a. restriction I50. Thediaphragm I52 is attached at its center to a valve I00, which controlsthe flow of fuel from conduit I30 into conduit I40. Thechamber I isconnected to conduit I40. The chamber I54 is connected through conduitsI02 and I64 to a chamber I00 in the fuel meter II4.

The chamber I00 is separated from chamber IIO by a flexible diaphragmI00. The fuel meter 1 I4 also includes a chamber I10 separated fromchamber I I2 by a, diaphragm I12. A spring I14 biases the valve I04toward closed position. The chamber I10 is connected through a conduitI10 to the conduit I40 on the downstream side of the jet system I 44.

The mixture control I42 includes a disc valve I10, movable between thepositionshown in full lines in the drawing, hereinafter termed its leanposition, and a position shown in dotted lines in the drawing,hereinafter termed its rich position.

When the mixture control valve I10 is in its lean position, fuel canflow from the mixture control I42 to the jet system I44 only through aconduit I80. When the mixture control valve I10 is in its rich position,fuel can flow to the jet system either through conduit I00 or through aconduit I82. I

Fuel entering the jet system I44 through conduit I00 passes eitherthrough a fixed restriction I04 or through arestriction I00 controlledby an enrichment valve I88, biased to closed position by a spring I90.Fuel flowing to the jet system I44 through conduit I82 passes through afixed restriction I82. Fuel flowing through the restrictions I66 and I82also flows through a restriction I34.

The idle valve I46 is normally open, but moves toward its closedposition as the throttle moves into a range of positions adjacent itsclosed position,'so as to regulate the fuel flow. At such times, the airpressure differential set up by the venturi is an unreliable indicationof the air flow. Therefore, it is considered better to increase theopening of valve I60 disproportionately to the air pressure differentialset up by the venturi, and to regulate the fuel flow by means of theidle valve I46, which is connected to the throttle by means of a linkI938. The disproportionate increase in the opening of valve I60 issecured by the use of the springs I55 and I14, which bias theirassociated valves in a fuel flow increasing direction.

The pressure regulator I48 includes a diaphragm 200 separating a pair ofexpansible chambers 202 and 204. The diaphragm 200 is attached at itscenter to a valve 206. A spring 208 biases the valve 206 toward closedposition. The chamber 204 receives fuel from conduit I48. The chamber202 is connected through a, conduit 2") to the conduit IIO.

The conduit I62 is connected through a conduit 2I2 to a fluiddistributing and regulating mechanism illustrated in detail in Figure 2.The distributor 2 receives fluid to be distributed to the cylinders ofthe engine from a tank 2 I6 thru a pump 2 I1 and a conduit 2 I8. Apressure relief valve 2 I9 is provided to maintain a substantiallyconstant discharge pressure at the pump 2 I1. The distributor 2l4distributes the fluid to lines 220 leading to the respective enginecylinders, in quantities determined by the pressure in conduit 2I2.

The pump 2" and the distributor 2I4, which are shown diagrammatically inFigure 1, are set forth in detail in Figures 2 and 3. The distributor2I4 is built in a housing 2I3 attached by means of bolts 222 to ahousing 224 containing the pump 2I1, of generally conventional design.The pump 2" includes a rotor 228 driven by a shaft 230, which is splinedat its end so that it may be readily driven thru a suitable connectionfrom the engine.

The pump receives fuel thru an inlet connection 22I and discharges itthru an outlet 223. The pump discharge pressure is regulated by a reliefvalve generally indicated at 2I9. Fluid at the pump discharge pressureflows into a relief passage 225, where it acts upwardly on the underside of a valve 221. The upper surface of valve 221 is attached to aguide 223. The guide 229 and valve 221 are biased in a, valve closingdirection by a spring 23I. The upper end of spring 23I acts against aretainer nut 233, which is held against rotation by diametricallyopposite projections 235, which slide in grooves in the valve cover 24I.The nut 233 is vertically adjustable to vary the spring tension by meansof a screw 231 on which the nut 233 is threaded. The screw 231 isprovided with a flange 239 which may be clamped between the valve cover2M and a locking cap 243 to hold the nut 233 in any adjusted position.The valve 221 and guide 229 are balanced against pump inlet pressure.

A by-pass valve 245 is provided in the form of a thin disk biasedupwardly against the under side of valve 221 by means of a spring 241.The disk valve 245 closes apertures in the valve 221. If for any reasonthe pump inlet pressure becomes greater than the discharge pressure. thevalve 248 opens, allowing fluid to by-pass the pump. This arrangement isuseful when two pumps are connected in series in a fluid line. If onepump falls to operate for some reason, the by-pass valve on that pumpopens to allow the other pump to move fuel past it,

If the pump discharge pressure tends to increase abovethe valueestablished by the force of spring 23 I the relief valve opens, allowingpart of the fuel discharged to return to the pump inlet.

The valve continues to open wider until the pump discharge pressure isreduced to a value which just balances the force of spring 23I.Therefore the pump discharge pressure is held at a substantiallyconstant value.

The opposite end of rotor 228 is drivingly connected to a shaft 232,which turns in a bearing 234 in the housing 2I3. A collar 236 isthreaded on the right end of shaft 232. Another collar 238 surrounds theshaft 232 between collar 236 and bearing 234. A flexible diaphragm 240is clamped between the collars 236 and 238. The outer edge of diaphragm240 is clamped between a pair of rings 242 and 244, which are pressfitted together in nesting relationship. The left end of the ring 244has a sliding contact with a stationary seal ring 246. The diaphragm240, and the running seal together prevent leakage of fluid along theoutside of shaft 232. A spring 248 is retained between the collar 236and the ring 244 to maintain the running seal surfaces in engagement.

A piston rod 250 is provided with a squared end 252 slidable in a squarerecess at the axis of shaft 232. The other end of rod 250 is attached toa piston 253. The rod 250252 and the piston 253 continuously rotate withthe shaft 232. The piston 253 is provided with a skirt 254 which isslotted, as at 256, to provide fluid communication between the chamber214 at the right end of piston 253 and a plurality of ports 260 whichextend through to the wall of the cylinder 258 in which the piston 253rotates.

A spring 262 retained between the collar 236 and the piston 252 biasesthe latter for movement to the right, in a direction such that the endof the slot 256 tends to close the ports 260.

Fluid entering the distributor 2I4 for distribution thereby passes fromconduit 2I8 into a cylinder 264. A piston 266 is movable within thecylinder 264.' A fixed restriction 266 provides fluid communicationbetween the opposite sides of the piston. The'lower edge of the piston266 serves as a valve to control the area of a number of ports 210. Theports 210 pass through the walls of the cylinder 264 and lead to arecess 212 which communicates with the chamber 214 on the right handside of piston 253.

Another piston 216 is located in the cylinder 264. The piston 216 isbiased upwardly by a spring 218. Another spring 280 is retained betweenthe upper surface of the piston 216 and the lower surface of the piston266. The space under the piston 216 is subject to the pressure in theconduit 2I2, to whichit is connected.

It may be seen that fluid entering the distributor 2I4 flows throughconduit 2I8, cylinder 264, re striction 268, ports 210, recess 212,chamber 214, and out through the ports 260 to the respective cylindersof the engine. Thequantity of fluid discharged through the ports 260depends upon the pressure available in the chamber 214 to act s me-1 onthe piston 262 and compress the spring 262.

That pressure is controlled by the piston 266 which acts as a valve tocontrol thearea of the ports 210. The piston 266 is positioned by thepressure drop across restriction 263, which pres- 5 266 will assume aposition where the fluid flow through restriction 260 and ports 210 isjust enough so that the pressure drop across restriction 263 balancesthe force of spring 200. The force of spring 230 and hence the rate offlow of fluid through the distributor 2 I4 is determined by the pressurein conduit 2 I2, which acts on the piston 216 to set theposition of thelower end of spring 230. The amount of fluid discharged to the engine bythe distributing mechanism 2 is therefore proportional to the pressurein conduit 2 I2. v

A restriction 202 is shown in each of the ports 260. These restrictionsare removable, and may be utilized to increase the amount of fluid flowto one or more of the cylinders relative to the amount supplied to theother cylinders. Ithas been found that in a modern aircraft enginehaving a large number of cylinders, certain cylinders tend to run hot,either because of uneven cooling or because of the uneven fueldistribution to the The nozzle receives fuel through a supply line 302cylinders. When this condition occurs the mechanism shown may beutilized to supply an additional amount of fluid to the cylinders whichare running hot.

It is well known that an increase in the richness of the fuel and airmixture supplied to an engine will make the mixture burn at a lowertemperature, and hence will lower the engine temperature. When thedistributor is used to distribute fuel, the tank 2I6 may be one of the 4regular fuel tanks, or conduit 2I6 may be connected directly to conduitI36. Pump 2II may then be the usual engine fuel pump.

The device shown in Figure 3 may alternatively be used to supply ananti-knock fluid of some kind to the cylinders of the engine. Forexample, the fluid may be water or a water and alcohol mixture.

Operation may be considered as being constant without appreciable erroThe pressure drop across the jet system I may be taken as a measure offlow of fuel to the engine, as long as the area of the meteringrestriction open to the flow of fuel remains constant. Since thepressureon the downstream of the jet system is maintained substantially constantby the regulator I46, the pressure on the upstream side of the jetsystem may itself be used as a measure of the fuel flow. Furthermore, as6 set forth above, the pressure in chamber. I64 is a measure of thepressure in chamber I56, which is substantially the same as the pressureon upstream side of the jet system. Therefore the pressure of chamberI64 may be used as a 7 measure of the rate of fuel flow to the engine.The pressure of chamber I64 is transmitted through conduits I62 and I64to chamber I66 in the fuel meter Ill.

The valve I34 in the fuel meter I II is positioned in accordance withthe difference between two pressure differentials. The air pressurediflerential acting downwardly on diaphragm I30 is a measure of the rateof flow of air to the engine. and the fuel pressure differential betweenchambers I06 and I'll, which acts upwardly on the valve I36, and is ameasure of the rate of fuel flow to the engine. The position of valveI36 determines the pressure in chamber I60 and hence the pressure inchamber I64 and thereby the rate of fuel flow. It may therefore be seenI that the fuel meter IIl acts to maintain a constant ratio between thefuel flow and the air flow. This ratio may, of course, be varied-byoperation of the mixture control valve ill, or by opening of enrichmentvalve I06, which occurs at high fuel pressure differentials.Furthermore.

since the fuel pressure in conduit I62 is com-- municated throughconduit 2I2 to the fluid distributor 2, it may be seen that the amountof fluid distributed directly to the cylinders is maintainedproportional to the rate of flow of air to the engine, and hence, for agiven open area of the fuel metering restriction, proportional to therate of flow of fuel to the engine.

There is illustrated in Figure 4 a discharge nozzle which may be usedwith the distributor system of Figure 1. This nozzle is'shown as beingmounted in a casting 300, which may be part of either a cylinder head orair intake manifold.

which may correspond to the supply line 220 of Figure 1. The line 302connects with a chamber 304. The nozzle includes a valve head 306 and astem 306. The stem is provided with a central passage, so that the upperend of the stem is subject to the same pressure as the lower end. Aspring 3I2 biases the valve, head 306 to closed position. The stem isfluted as at 3 to provide a fluid communication between the chamber 306and a chamber 3I6 in back of the head 306.

It may be seen that when fuel is supplied under pressure to the line 302this pressure is communicated through the flutes 3 to the chamber 3l6,where it acts on the head 300 in an opening direction. As the valve 306opens, the pressure in chamber 3I6 is relieved. If the pressure in theline 302 increases, the valve will open wider, compressing the spring3I2 more, and relieving the increased pressure. It may therefore bestated that the pressure in line 302 is maintained substantiallyconstant at a value determined by the strength of spring 3I2.

The terms and expressions which I have employed are used as terms ofdescription and not of limitation, and I have no intention in the use ofsuch terms and expressions, of excluding any equivalent of the featuresshown and described or portions thereof, but recognize that variousmodifications are possible within the scope of the invented claims.

I claim as my invention: 1. Fluid flow control apparatus comprising apump having a rotor, a valve, a stem for said 5 valve aligned with saidrotor, a port cooperating with said valve so as to have its area variedby reciprocation of said valve, means connecting said stem to said rotorfor concurrent rotation therewith but permitting reciprocation of said 0stem and valve relative to said rotor, means for conveying fluiddischarged by said pump to said valve, and means for reciprocating saidvalve to 'varythe flow of fluid therethr'ough.

2. Fluid flow control apparatus comprising a pump having a rotor, avalve, a stem for said valve, a port cooperating with said valve so asto have its area varied by reciprocation'ot said valve means forconnecting one end of said rotor with apump having a rotor, a valve. astem for said valve aligned with said rotor, a port cooperating withsaid valve so as to have its area varied by reciprocation of said valve,means connecting said stem to said rotor for concurrent rotationtherewith but permitting reciprocation of said stem and valve relativeto said rotor and means for conveyin'g fluid discharged from said pumpto said valve, said valve being translatable by the pressure of saidfluid to vary the flow therethrough;

4. Fluid flow control apparatus comprising a pump having a rotor, avalve, a stem for said valve aligned with said rotor, a portcooperatingv with said valve so as to have its area varied byreciprocation of said valve, means connecting said stem to said rotorfor concurrent rotation therewith but permitting reciprocation of saidstem, and valve relative to said rotor and means for conveying fluiddischarged from said pump to said valve, said valve being translatableby the pressure of said fluid to vary the flow therethrough and meansfor applying an additional translating force to said valve toadditionally control the flow of fluid therethrough.

5. Fluid flow control apparatus comprising a housing, a pump in saidhousing having a rotor,

a valve in said housing, rotatable drive means in said housing forrotating said rotor to producea pumping action, a connection betweensaid drive means and said valve permitting translation of said valve,relative to said drive means, said connection being eflective to causecontinuous rotation of said, valve while said pump is running to preventstickinglof-said valve, and means for conveying fluid dischargedi'ronisaid pump to said valve, said valve being translatable by the pressureof said fluid to vary the flow therethru.

6. Fluid flow control apparatus comprisin a housing, a pump in saidhousing having a rotor, a piston valve in said housing, a port in saidhousing adjacent said valve, said piston valve being translatableto varythe flow thru said port, a rotatable drive shaft in said housing forrotating said rotor to produce a pumping action, a motiontransmittingconnection between said drive shaft and said :JIEIVE, to causecontinuous rotation thereof while said pump is running and thereby toprevent sticking of said valve, means in said connection to permittranslation of said valve during rotation --.thereof, and means ,forconveying fluid discharged-from said pump to said valve, said valvebeing translatable by the pressure of said fluid to vary the flowtherethru.

LEIGHTON LEE, 11. REFERENCES 'crrnn The following references are ofrecord in the file of this patent:

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